Aircraft cabin lighting system and kit therefor

ABSTRACT

An aircraft cabin lighting kit includes: at least one lighting unit configured for installation in an aircraft cabin; a driving/dimming module generating output signals for controlling illumination of the at least one lighting unit according to command signals from a cabin management system; and at least one wire assembly interfacing the driving/dimming module with a power bus for receiving operational power, and a communication bus for receiving the command signals and for communicating the output signals to the at least one lighting unit. The present aircraft cabin lighting kit is certified by a governmental aviation-regulating body for installation in multiple aircraft. An aircraft cabin lighting system, which includes the kit, is also provided

FIELD OF THE INVENTION

This invention pertains generally to aircraft interiors. Moreparticularly, the present invention relates to an aircraft cabinlighting system and a kit for facilitating installation of the same.

BACKGROUND OF THE INVENTION

As known in the art, items (e.g., systems, sub-systems and components)that are installed on aircraft need to be reviewed and approved by agovernmental aviation-regulating body to ensure that such items complywith applicable standards (e.g., airworthiness and other safetyconcerns). For example, in the United States the Federal AviationAdministration (FAA) requires any person or company producingreplacement or modification parts for installation on atype-certificated product (i.e., aircraft) to obtain a partsmanufacturer approval (PMA), which is a combined design and productionapproval for replacement parts. Also in some instances, a supplementaltype certificate (STC) may additionally be needed to approve the designand installation of PMA parts on an aircraft when the PMA parts modifythe type certificate (TC).

Since aircraft owners and operators are becoming more and moreinterested in refurbishing, upgrading or otherwise customizing theaircraft cabin interior with replacement and/or new items such as, forexample, seating systems, in-flight entertainment (IFE) systems, andlighting systems, it can be appreciated that these replacement and/ornew items need to be certified by PMA and/or STC before installation.Certification is made difficult because refurbishing, upgrading orotherwise customizing the aircraft cabin interior has, until now,entailed the use of custom-designed products. One custom-designedproduct is an aircraft-specific, light-controlling module with a unitarywiring harness that has a customized length or customized connectorsterminating the wiring harness. Since the light-controlling module iscustom-configured and certified for installation in the environment ofone specific aircraft, when the module is adapted for another aircraft(e.g., by changing the wiring harness length or the terminatingconnector thereof) it can be appreciated that the adapted version of thecertified module must be re-certified despite a minor structural change.Because the certification processes involved in obtaining a PMA and/orSTC are time-consuming and complicated ordeals for parts manufacturersand/or installers, a pre-certified kit that facilitates installation ofa customized aircraft cabin lighting system would be an importantimprovement in the art.

BRIEF SUMMARY OF THE INVENTION

In one aspect, an aircraft cabin lighting kit is provided. The presentaircraft cabin lighting kits are certified by a governmentalaviation-regulating body for installation in multiple aircraft.

The aircraft cabin lighting kit may comprise: at least one lighting unitconfigured for installation in an aircraft cabin; a driving/dimmingmodule generating output signals for controlling illumination of the atleast one lighting unit according to command signals from a cabinmanagement system; and at least one wire assembly interfacing thedriving/dimming module with a power bus for receiving operational power,and a communication bus for receiving the command signals and forcommunicating the output signals to the at least one lighting unit.

In another aspect, an aircraft cabin lighting system is provided. Theaircraft cabin lighting system may comprise: a DC power bus; acommunication bus; a cabin management system in communication with thecommunication bus, the cabin management system outputting commandsignals to the communication bus for controlling illumination of theaircraft cabin; and an aircraft cabin lighting kit. The aircraft cabinlighting kit may include a plurality of lighting units electricallyconnected to the DC power bus and the communication bus, adriving/dimming module electrically connected to the communication busfor generating light-controlling signals which dim and drive theplurality of lighting units according to the command signals from thecabin management system, and at least one wire assembly for interfacingthe driving/dimming module with the power bus and the communication bus.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block diagram of an example aircraft cabin lightingsystem;

FIG. 2 illustrates one embodiment of an aircraft cabin lighting kit forthe system of claim 1;

FIG. 3 illustrates a dimmer/driver module of the kit of FIG. 2;

FIG. 4 illustrates another embodiment of an aircraft cabin lighting kitfor the system of claim 1;

FIG. 5 illustrates an example schematic for the dimming/driving moduleof the kit shown in FIG. 4; and

FIG. 6 illustrates an example addressing module for an aircraft cabinlighting kit and system.

DETAILED DESCRIPTION

Turning now to the Figures, an aircraft cabin lighting system and kitare provided. FIG. 1 illustrates an example aircraft cabin lightingsystem. As shown in FIG. 1, the aircraft cabin lighting system 100includes a power bus 110, a communication bus 120, a cabin managementsystem 130, a dimmer/driver module 140, and a plurality of lightingunits 160, 180. The cabin management system (CMS) 130 may be userinterface such as a computer with a display and an input device (e.g., akeyboard and/or a mouse), a touch-screen, a flight attendant or crewpanel with actuators (e.g., buttons, switches, etc.) and the like foroperating/controlling lights, the crew intercom, and overheadannouncement speakers as well as other cabin environmental andentertainment features. The CMS 130 is in communication with theaircraft communication bus 120 for outputting command signals to thecommunication bus 120 and for receiving signals (e.g., status signalsand the like) via the communication bus 120 from downstream componentssuch as, for example, the dimming/driving module 140 and the pluralityof lighting units 160, 180 as shown. The communication bus 120 as shownis a two-wire bus, and the wires may be configured as a twisted pair(e.g., according to the RS485 or ARINC 429 specifications). Signals onthe communication bus 120 may be of one or more protocols known in theart (e.g., CAN, ARINC 429, pulse width modulated (PWM) type signals, orthe like). As further shown, the dimming/driving module 140 and theplurality of lighting units 160, 180 are in communication with theaircraft communication bus 120 as well as a power bus 110 for receivingoperational power (e.g., 28 Volts DC as shown).

The dimming/driving module 140 includes a power and a communicationinterface for electrically connecting the module 140 with the busses110, 120. As shown in FIG. 1, a wiring assembly or harness 150 isconfigured to engage with the power and communication busses 110, 120 aswell as the power and the communication interfaces of the module 140such that the module 140 is configured as a controlling node of thesystem 100. As can be appreciated, the lighting units 160, 180 of theplurality include a power interface and a communication interface.Another wiring assembly or harness indicated by reference number 170 isconfigured to engage with the power and communication busses 110, 120 aswell as the power and the communication interfaces of the lighting units160, 180 such that the lighting units 160, 180 are configured ascontrolled nodes of the system 100. As shown, the system 100 includesone or more lighting units 160 that are configured for direct connectionwith the busses 110, 120 via wiring harness 170. However, the system 100may also include one or more lighting units 180 that are configured fordirect and/or indirect connection with the busses 110, 120. That is, asshown the one or more lighting units 180 may be configured in a seriesconnected, daisy chain configuration or the like such that one lightingunit 180 receives power and signals via another (preceding or upstream)lighting unit 180. Although not shown, it can be appreciated that thelighting units 160, 180 may include one or more white or colored lightemitting diodes (LEDs). Furthermore, the lighting units 160, 180 may beconfigured as wash-type lights that provide ambient illumination withinthe passenger cabin, or as personal ambient lights (e.g., readinglights) that illuminate one passenger's seating area.

As can be appreciated, the dimming/driving module 140 is configured toreceive command signals output from the CMS 130 (via the communicationbus 120 and wiring harness 150), and output signals to the communicationbus 120 for controlling illumination of the lighting units 160, 180relative to the command signals. Signals output by the dimming/drivingmodule 140 are communicated along the communication bus 120 to thelighting units 160, 180 for controlling illumination of the lightingunits 160, 180. For example, the dimming/driving module 150 may beoperable for turning the lighting units 160, 180 on and off, dimming,changing color and/or color temperature of the illumination, etc. Thelighting units 160, 180 may be configured in a zone to provideillumination to a designated portion of the passenger cabin such as afirst class, business class or economy class area of the cabin. Althoughnot shown, additional dimming/driving modules may be provided such thateach module 140 is configured to control illumination of a cabin classor portion of a cabin class. To this end, each module 140 may beconfigured with a communication address (e.g., a unique code) such thatthe CMS 130 can independently control illumination of various distinctareas in the cabin. The dimming/driving module 140 may be pre-set orprogrammed with a communication address, however as will be describedhereinafter in further detail, the address may be changed, programmed orotherwise customized by the aircraft operator or installer of the system100 before or after the module 140 is installed.

Turning now to FIG. 2, an example aircraft cabin lighting kit isdescribed. As shown in FIG. 2, an embodiment of the example aircraftcabin lighting kit is indicated by reference number 200. The illustratedaircraft cabin lighting kit 200 includes a dimming/driving module 220and a wiring apparatus or harness 240. The dimming/driving module 220 isgenerally octagonal in shape and includes power and communicationinterfaces on two adjacent sides (e.g., the left-most side and the sideintermediate the lower side and the left-most side as shown in FIG. 2)of the module 220. The module 220 may be coupled, connected, mounted,attached or otherwise secured to a generally vertical or generallyhorizontal surface within the cabin interior (e.g., behind a wall orceiling panel). Although the dimming/driving module 220 is generallyoctagonal, other embodiments of the module may be shaped otherwise, forexample with various geometrically-shaped (e.g., polylinear orcurvilinear) configurations. Furthermore, as can be appreciated,depending on the desired configuration of the system 100 and otherfactors (e.g., the layout of the cabin, distance between the module 220and the busses 110, 120 and/or the lighting units 160, 180, etc.), theaircraft cabin lighting kit may be configured otherwise. For example,the aircraft cabin lighting kit may include one or more wiring harnessesof various lengths, one or more lighting units (e.g., if the aircraftcabin does not include pre-installed lighting units), etc.

As shown in FIG. 2, the wiring harness 240 includes a main wiring body(e.g., a bundle of wires or conductors) with a first end terminated by afirst connector 260, which interfaces with the power and communicationbusses 110, 120 (FIG. 1). The illustrated wiring harness 240 furtherincludes a second end defined by two connectors 250, 252 that terminatetwo wire assemblies that bifurcate from the main wiring body of theharness 240. One connector 252 of the second end of the wiring harnessis configured to couple, connect or otherwise interface with the module220 to provide operational power to the module 220, whereas the otherconnector 250 of the second end is configured to couple, connect orotherwise interface with the module 220 to communicate signals to andfrom the module 220. To this end, it can be appreciated that the powerand communication interfaces and busses 110, 120 are isolated such thatcommand signals or light-controlling output signals are not subject tocrosstalk or other interference (e.g., due to momentary voltage spikeson the power bus 110).

Referring now to FIG. 3, the dimming/driving module 220 is furtherdescribed. As shown in FIG. 3, the dimming/driving module 220 includes ahousing defined by a first housing portion 222 and a second housingportion 224. The two housing portions 222, 224 may be secured together(e.g., by glueing, welding or other mechanical means such as a screw orother fastener known in the art) such that the portions 222, 224 enclosea circuit board 226 and partially enclose jacks, connectors or the like230-234 (hereinafter connectors) that are configured to interface themodule 220 with, for example, one or more components of the lightingsystem 100 (FIG. 1). In some embodiments of the dimming/driving module,the circuit board may be removable from the housing such that thecircuit board may be replaced. Additionally, some embodiments of thedimming/driving module may include a second housing portion withknock-outs or the like and cover plates so that the module's housing canbe configured to accept a circuit board with fewer or additionalconnectors. As will be described in further detail hereinafter withreference to FIG. 5, the circuit board 226 includes electrical and/orelectronic components for communicating with the CMS 130, and forcommunicating with and controlling illumination of the lighting units160, 180 via the communication bus 120. As shown, the module 220includes first, second and third connectors 230, 232, 234 respectively.However, the module 220 may include fewer or additional connectors(e.g., see module 320 shown in FIG. 4 which includes five connectors).Connectors 230, 232, 234 may be surface-mounted to the circuit board 226for interfacing the electrical and/or electronic elements on the boardwith one or more components (e.g., busses 110, 120, the CMS 130, andlighting units 160, 180 shown in FIG. 1) of the lighting system 100. Ascan be appreciated from comparing FIG. 3 with FIG. 2, the firstconnector 230 defines a communication interface of the module 220whereas the second connector 232, which is adjacent to the connector230, defines a power interface of the module 220. The third connector234 may be configured to interface the module 220 with various productsor system components. In one embodiment, the third connector 234 may beconfigured as an in-circuit serial programming (ICSP) interface fortesting, programming, troubleshooting, etc. the dimming/driving module200. In another embodiment, the third connector 234 may be configured tointerface with an address module which will be described hereinafter. Inyet another embodiment, the third connector 234 may be configured tointerface the module 220 with components of the system such as anotherwiring harness (e.g., wiring assembly or harness 170 shown in FIG. 1)for connecting the module 220 directly or indirectly with one or morelighting units 160, 180.

Referring now to FIG. 4 another example aircraft cabin lighting kit isdescribed. As shown in FIG. 4, an embodiment of the example aircraftcabin lighting kit is indicated by reference number 300. The illustratedaircraft cabin lighting kit 300 includes a dimming/driving module 320, afirst wiring apparatus or harness 340, and a second wiring apparatus orharness 380. The module 320 may be coupled, connected, mounted, attachedor otherwise secured to a generally vertical or generally horizontalsurface within the cabin interior (e.g., behind a wall or ceilingpanel). Although the dimming/driving module 320 is illustrated as beinggenerally octagonal, other embodiments of the module may be shapedotherwise, for example with various geometrically-shaped (e.g.,polylinear or curvilinear) configurations. Furthermore, although thewiring harnesses 340, 380 may be electrically isolated from each other,in some instances the first and second wiring harnesses 340, 380 may beelectrically interconnected (e.g., by jumper 378 as shown which includesa wire or wires).

The dimming/driving module 320 includes power and communicationinterfaces on two adjacent sides (e.g., the left-most side and the sideintermediate the lower side and the left-most side as shown in FIG. 4)of the module 320. As shown in FIG. 4, the wiring harness 340 includes amain wiring body (e.g., a bundle of wires or conductors) with a firstend terminated by a first connector 360, which interfaces with the powerand communication busses 110, 120 (FIG. 1). The illustrated wiringharness 340 further includes a second end defined by two connectors 350,352 that terminate two wire assemblies that bifurcate from the mainwiring body of the harness 340. As can be appreciated, the power andcommunication interfaces of the module 320 are configured to receive theconnectors 350, 352.

One connector 352 of the second end of the wiring harness is configuredto couple, connect or otherwise interface with the module 320 to provideoperational power to the module 320, whereas the other connector 350 ofthe second end is configured to couple, connect or otherwise interfacewith the module 320 to communicate signals to and from the module 220.The module 320 further includes output interfaces. As shown in FIG. 4,the output interfaces of module 320 are configured on two adjacent sides(e.g., the right-most side and the side intermediate the upper side andthe right-most side). The output interfaces are configured to receiveconnectors 372, 374, 376 of the second wiring harness 380, with theconnectors 372, 374, 376 defining a first end 370 of the second wiringharness 380. A second end 390 of the second wiring harness 380 isdefined by two wire assemblies that bifurcate from the main wiring bodyof the wiring harness 380 and which terminate in two connectors 392,394. The connectors 392, 394 of the second end 390 of wiring harness 380may be configured to engage with lighting units 160, 180 (FIG. 1) orother components of the system 100 that are downstream of the module320.

In some instances, the jumper 378 may communicate output signals to thelighting units 160, 180 via the wiring harness 380 for controllingillumination of one or more of the lighting units 160, 180, therebybypassing the communication bus 120. In an example, when the module 320is operable to control illumination of lighting units using two or morecommunication protocols, a first subset, zone or grouping of lightingunits may be controlled by the module 320 using a first communicationprotocol communicated via the bus 120 whereas a second subset, zone orgrouping of lighting units may be controller by the module 320 using asecond communication protocol communicated via the jumper 378 and secondwiring harness 380. As can be appreciated, depending on the desiredconfiguration of the system 100 and other factors (e.g., the layout ofthe cabin, distance between the module 320 and the busses 110, 120and/or the lighting units 160, 180, etc.), the aircraft cabin lightingkit 300 may be configured otherwise. For example, the aircraft cabinlighting kit 300 may include fewer or additional wiring harnesses,wiring harnesses of various lengths, one or more lighting units (e.g.,if the aircraft cabin does not include pre-installed lighting units),etc.

Turning now to FIG. 5 an example schematic of an embodiment of thedimming/driving module for an aircraft cabin lighting kit is described.As shown in FIG. 5, a dimming/driving module (e.g., modules 220, 320 ofFIGS. 2 and 4 respectively) includes an electronic circuit 500 forcommunicating with the CMS 130 (FIG. 1) and for controlling illuminationof one or more lighting units. The circuit 500 includes a powerinterface 510 for receiving operational power (e.g., 28 Volts DC asshown) from the power bus 110. Power interface 510 is electricallyconnected with a voltage regulator 550 to process the input voltage andprovide a suitable voltage (e.g., 5 Volts DC as shown) to variouscomponents of the circuit 500. The circuit 500 further includes acommunication interface 520 for receiving command signals or data fromthe CMS 130 (FIG. 1) via the communication bus 120, and for outputtingcontrol signals to the lighting units 160, 180 (FIG. 1) via thecommunication bus 120. Additionally, the dimming/driving module mayreceive status and other signals from downstream components (e.g., thelighting units 160, 180) via the communication interface 520 andcommunication bus 120. As shown, the signals received or output by thecommunication interface 520 may be of the RS485 standard or otherprotocol known in the art.

As further shown in FIG. 5, the dimming/driving module may include anoutput interface 530, which comprises three interfaces 532, 534, 536.These three interfaces 532-536 may correspond with the connectors372-376 shown in FIG. 4 for outputting pulse width modulated (PWM)signals to one or more lighting units for controlling illuminationintensity, color, color temperature or the like in a step-wise orcontinuous manner. Furthermore, the circuit 500 includes an in-circuitserial programming (ICSP) interface 525. As previously mentioned, theICSP interface 525 may be used for testing, programming,troubleshooting, etc. the dimming/driving module. Additionally, the ICSPinterface 525 may be used to change, program or otherwise customize acommunication address of the dimming/driving module.

The circuit 500, as shown in FIG. 5, further includes a controller 540(e.g., a microcontroller, microprocessor, DSP, etc.). The controller 540stores and executes a set of instructions (e.g., software, firmware orthe like) for processing inputs received via the communication interface520 (e.g., command and status signals) and outputting data or signals(e.g., control signals) relative to the inputs. The circuit furtherincludes a switching regulator 560, a MOSFET driver 570, communicationtransceivers 580 (universal asynchronous receiver/transmitter-UART), anda temperature sensor 590 for facilitating control of illumination of thelighting units 160, 180 of the system 100 (FIG. 1).

Turning now to FIG. 6, an address module is described for embodiments ofthe lighting kit and system. As shown in FIG. 6, an example addressmodule 600 includes a first portion 620, 640 for interfacing the addressmodule 600 with a dimming/driving module, and a second portion 660including a user interface defined by actuators 680, 690 (e.g., one ormore switches such as DIP switches, rotatable knobs, or the like). Theaddress module 600 may be communicatively coupled with thedimming/driving module, for example by inserting the connector 640 intoan interface of the dimming/driving module (e.g., the ICSP interface 525shown in FIG. 5). Additionally, the address module 600 may becommunicatively coupled with one or more lighting units. The addressmodule 600 may be used by an installer of the aircraft cabin lightingkit or system or by aircraft maintenance personnel so that thedimming/driving module and/or lighting units may be programmed with acommunication address or so that a preset or pre-programmed address maybe changed to a different address. The address module 600 may beemployed as follows:

The maintenance person may set the address into the address module 600by dialing in the address into two actuators 680, 690. Although notshown in FIG. 6, the second portion 660 may bear indicia around orotherwise proximate to the actuators 680, 690. The indicia on the secondportion 660 may define a plurality of predetermined addresses relativeto rotation of one or both of the actuators 680, 690. Thedimming/driving module may be disconnected from the communication bus,and the address module is connected (e.g., to the ICSP interface or tothe communication interface of the dimming/driving module). Next thedimming/driving module may be disconnected from and reconnected to thepower bus to reset/power cycle the dimming/driving module. After beingreset, the dimming/driving module recognizes the address module and theaddress module communicates an address to the dimming/driving module,the address being stored in a memory of the dimming/driving module suchas a nonvolatile memory. Next, the address module may be disconnectedfrom the dimming/driving module, and the dimming/driving module isreconnected to the communication bus.

In another embodiment, the address module may be a computing device(e.g., a laptop personal computer, a tablet computer, a personal digitalassistant (PDA), a smartphone, etc.) By connecting the computing deviceto the dimming/driving module a user may program the dimming/drivingmodule with a customized address by, for example typing the address intoan address-setting application executing on the computing device.

Although the address module 600 may be provided with some aircraftlighting kits and systems, the address module 600 need not be providedor employed for changing, programming or otherwise assigning addresses.In yet another embodiment, the dimming/driving module may be programmedwith an address by, for example, electrically connecting input pins ofthe communication interface (e.g., interface 520 of FIG. 5) to ground.In an example where the dimming/driving module includes four input pins,jumpering these four pins to ground will provide sixteen addresses. Asshown in FIG. 5, the communication interface may include six input pins(INPUT SIG1-6) to provide additional addresses.

Still further, a token signal may be used to designate to thedimming/driving units and/or the lighting units that the followingaddress information is intended for the device with the token signalhigh. After the device is programmed the next unit in the series, isaddresses by activating its token line. This process may continue untilsome or all of the modules and/or lights are addressed.

The use of the terms “a” and “an” and “the” and similar referents in thecontext of describing the invention (especially in the context of thefollowing claims) are to be construed to cover both the singular and theplural, unless otherwise indicated herein or clearly contradicted bycontext. Recitation of ranges of values herein are merely intended toserve as a shorthand method of referring individually to each separatevalue falling within the range, unless otherwise indicated herein, andeach separate value is incorporated into the specification as if it wereindividually recited herein. All methods described herein can beperformed in any suitable order unless otherwise indicated herein orotherwise clearly contradicted by context. The use of any and allexamples, or exemplary language (e.g., “such as”) provided herein, isintended merely to better illuminate the invention and does not pose alimitation on the scope of the invention unless otherwise claimed. Nolanguage in the specification should be construed as indicating anynon-claimed element as essential to the practice of the invention.

Various embodiments of this invention are described herein. It should beunderstood that the illustrated and described embodiments are exemplaryonly, and should not be taken as limiting the scope of the invention.

What is claimed is:
 1. An aircraft cabin lighting kit comprising: atleast one lighting unit configured for installation in an aircraftcabin; a driving/dimming module that generates output signals forcontrolling illumination of the at least one lighting unit according tocommand signals from a cabin management system; and at least one wireassembly interfacing the driving/dimming module with a power bus forreceiving operational power, and a communication bus for receiving thecommand signals and for communicating the output signals to the at leastone lighting unit; wherein: the at least one wire assembly comprises: afirst wiring harness configured to electrically interconnect thedriving/dimming module with the power bus and the cabin managementsystem, the first wiring harness comprising a bifurcation at an end ofthe first wiring harness that segregates the power interface and thecommunication interface, a first end and a second end of the bifurcationeach entering a housing of the driving/dimming module at separatedopenings; and a second wiring harness configured to electricallyinterconnect the driving/dimming module with the at least one lightingunit; the driving/dimming module comprises: a power interface configuredto engage with a connector of the at least one wire assembly forreceiving operational power from the power bus; and a communicationinterface configured to engage with another connector of the at leastone wire assembly for receiving the command signals and transmitting theoutput signals; and the power interface and the communication interfaceare physically and electrically isolated from each other to eliminatecross talk.
 2. An aircraft cabin lighting kit comprising: at least onelighting unit configured for installation in an aircraft cabin; adriving/dimming module generating output signals for controllingillumination of the at least one lighting unit according to commandsignals from a cabin management system; and at least one wire assemblyinterfacing the driving/dimming module with a power bus for receivingoperational power, and a communication bus for receiving the commandsignals and for communicating the output signals to the at least onelighting unit; an address module operable for at least one of assigninga communication address to the driving/dimming module, and changing apre-set communication address of the driving/dimming module to adifferent communication address; wherein the address module includes aphysical actuator as a user interface for selecting a desiredcommunication address from a plurality of predetermined communicationaddresses.
 3. The kit of claim 2 wherein the user interface comprises apair of rotatable knobs.
 4. The kit of claim 1 wherein each of the atleast one lighting unit, the dimming/driving module, and the at leastone wiring assembly is certified by a governmental aviation-regulatingbody for installation in multiple aircraft.
 5. An aircraft cabinlighting system comprising: a DC power bus; a communication bus; a cabinmanagement system in communication with the communication bus, the cabinmanagement system outputting command signals to the communication busfor controlling illumination of the aircraft cabin; and an aircraftcabin lighting kit comprising: a plurality of lighting unitselectrically connected to the DC power bus and the communication bus, adriving/dimming module electrically connected to the communication busfor generating light-controlling signals which dim and drive theplurality of lighting units according to the command signals from thecabin management system, and at least one wire assembly for interfacingthe driving/dimming module with the power bus and the communication bus;wherein: the at least one wire assembly comprises: a first wiringharness configured to electrically interconnect the driving/dimmingmodule with the power bus and the cabin management system, the firstwiring harness comprising a bifurcation at an end of the first wiringharness that segregates the power interface and the communicationinterface, a first end and a second end of the bifurcation each enteringa housing of the driving/dimming module at separated openings; and asecond wiring harness configured to electrically interconnect thedriving/dimming module with the at least one lighting unit; thedriving/dimming module comprises: a power interface configured to engagewith a connector of the at least one wire assembly for receivingoperational power from the power bus; and a communication interfaceconfigured to engage with another connector of the at least one wireassembly for receiving the command signals and transmitting the outputsignals; and the power interface and the communication interface arephysically and electrically isolated from each other to eliminate crosstalk.
 6. The system of claim 5 wherein the aircraft cabin lighting kitfurther comprises an address module operable for at least one ofassigning a communication address to the driving/dimming module, andchanging a pre-set communication address of the driving/dimming moduleto a different communication address.
 7. The system of claim 6 whereinthe address module includes a user interface for selecting a desiredcommunication address from a plurality of predetermined communicationaddresses.
 8. The system of claim 7 wherein the user interface comprisesa pair of rotatable knobs.
 9. The system of claim 6 wherein the addressmodule is a computing device for programming the dimming/driving modulewith a customized communication address.
 10. The system of claim 5wherein the aircraft cabin lighting kit is certified by a governmentalaviation-regulating body for installation in multiple aircraft.
 11. Thekit of claim 1, wherein: the second wiring harness comprises a first endthat interfaces to the driving/dimming module, and a second end thatinterfaces with the at least one lighting unit; and the second end ofthe second wiring harness is bifurcated, with each bifurcation endcomprising a second connector.
 12. The kit of claim 11, wherein thefirst end of the second wiring harness is trifurcated, with eachtrifurcation end entering the housing of the driving/dimming module atseparated openings.
 13. The kit of claim 1, further comprising a bypassjumper that bypasses the communication interface of the driving/dimmingmodule.